Twin clutch controlling apparatus

ABSTRACT

A twin clutch controlling apparatus including a shift motor for carrying out a smooth changeover of a shift stage of a multi-speed transmission having a plurality of gear trains between a main shaft and a countershaft, a twin clutch configured from an odd number stage side clutch and an even number stage side clutch, a clutch actuator for controlling the twin clutch, and a manual operation clutch capacity arithmetic operation section for arithmetically operating, based on an operational amount of a clutch lever, a manual operation clutch capacity arithmetic operation value (tqc1tmt) corresponding to the manual operation. The twin clutch controlling apparatus further includes a manual operation clutch decision section for determining with a clutch capacity of which one of the odd number stage side clutch or the even number stage side clutch the manual operation clutch capacity arithmetic operation value (tqc1tmt) is to be interlocked.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority under 35 USC 119 to JapanesePatent Application No. 2012-216984 filed Sep. 28, 2012 the entirecontents of which are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a twin clutch controlling apparatus,and particularly to a twin clutch controlling apparatus for applying anautomatic control and manual operation of a clutch in a complex manner.

2. Description of Background Art

In a clutch controlling apparatus for controlling a clutch of atransmission incorporated in a power source of a vehicle between aconnection state and a disconnection state by an actuator, aconfiguration is known that includes manual operation means such as aclutch lever to allow an application of both an automatic control andmanual operation of the clutch.

Japanese Patent Laid-Open No. 2011-112094 discloses a configuration of atransmission of the constant mesh type for a motorcycle that includes atwin clutch configured from a first clutch that takes charge of oddnumber of stage side gears and a second clutch that takes charge of evennumber of stage side gears. According to the configuration, the twinclutch is automatically controlled by an actuator, while aninterposition of a manual operation according to an operation of aclutch lever is permitted.

Japanese Patent Laid-Open No. 2011-112094 describes that a clutchcapacity corresponding to an operational amount of the clutch lever iscalculated and reflected on a clutch capacity value for driving theactuator. However, Japanese Patent Laid-Open No. 2011-112094 still hasroom for improvement regarding the manner of the operation of the clutchlever to be particularly reflected on the clutch capacity in order notto provide a sense of discomfort about the power transmission of theclutch in response to a manual operation for the occupant.

SUMMARY AND OBJECTS OF THE INVENTION

The object of an embodiment of the present invention resides in theprovision of a twin clutch controlling apparatus for solving the problemof the related art described above and wherein an interposition of amanual operation into an automatic control clutch can be carried outsmoothly.

According to an embodiment of the present invention, a twin clutchcontrolling apparatus includes a multi-speed transmission (TM) having aplurality of gear trains between a main shaft (6, 7) on the input sideand a countershaft (9) on the output side with a shift actuator (21) forcarrying out a changeover of a shift stage of the multi-speedtransmission (TM). A twin clutch (TCL) is configured from an odd numberstage side clutch (CL1) and an even number stage side clutch (CL2) forconnecting and disconnecting power transmission between the transmission(TM) and an engine (100). A clutch actuator (107) is provided forcontrolling the twin clutch (TCL) with a manual operation clutchcapacity arithmetic operation section (185) for converting anoperational amount of a clutch manual operation means (L) toarithmetically operate a manual operation clutch capacity arithmeticoperation value (tqc1tmt) corresponding to the manual operation. Thetwin clutch controlling apparatus includes a manual operation clutchdecision section (183) for determining with a clutch capacity (tqc1,tqc2) of which one of the odd number stage side clutch (CL1) or the evennumber stage side clutch (CL2) the manual operation clutch capacityarithmetic operation value (tqc1tmt) is to be interlocked.

According to an embodiment of the present invention, the decision by themanual operation clutch decision section (183) is executed at leastbased on a target gear position (gptgt) and a gear position (gearpos) atpresent.

According to an embodiment of the present invention, the gear position(gearpos) at present includes a position at which both of an even numberstage side gear and an odd number stage side gear of the multi-speedtransmission (TM) exhibit an in-gear state and a position at which onlyone of the odd number stage side gears or the even number stage sidegears exhibits an in-gear state, and the manual operation clutchdecision section (183) carries out, when the gear position (gearpos) atpresent is the position at which one of the odd number stage side gearsor the even number stage side gears exhibits an in-gear state, adecision to interlock the manual operation clutch capacity arithmeticoperation value (tqc1tmt) with the clutch capacity (tqc1, tqc2) on theside on which the in-gear state is exhibited.

According to an embodiment of the present invention, the manualoperation clutch decision section (183) determines, where the gearposition (gearpos) at present is a position at which both of the evennumber stage side gear and the odd number stage side gear are in anin-gear state, wherein one of the clutches which is positioned nearer tothe target gear position (gptgt) as a selection candidate, carries out,when the clutch determined as the selection candidate and the currentlydecided clutch coincide with each other, a decision to interlock themanual operation clutch capacity arithmetic operation value (tqc1tmt)with the clutch capacity (tqc1, tqc2) of the selection candidate, and incontrast, carries out, when the clutch determined as the selectioncandidate and the currently decided clutch do not coincide with eachother, a decision to interlock the manual operation clutch capacityarithmetic operation value (tqc1tmt) with that one of the clutches thatis positioned nearer to the target gear position (gptgt) at a point intime at which the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) becomes equal to or lower than the predetermined valueor at another point in time at which the manual operation clutchcapacity arithmetic operation value (tqc1tmt) changes in the connectiondirection.

According to an embodiment of the present invention, the gear position(gearpos) at present includes a neutral position (N-N) at which none ofthe even number stage side gears and the odd number stage side gears ofthe multi-speed transmission (TM) is in an in-gear state, and when thegear position (gearpos) at present is the neutral position (N-N), themanual operation clutch decision section (183) carries out a decision tointerlock the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) with the odd number stage side clutch capacity (tqc1).

According to an embodiment of the present invention, the twin clutchcontrolling apparatus includes the manual operation clutch decisionsection for determining with a clutch capacity of which one of the oddnumber stage side clutch or the even number stage side clutch the manualoperation clutch capacity arithmetic operation value is to beinterlocked. Therefore, it is possible to easily determine a clutch tobe made a target of a manual operation. Further, by interlocking anoperation of the clutch manual operation means such as a clutch leverrapidly with the odd number stage side clutch or the even number stageside clutch, a sense of togetherness between the manual operation andthe actual action of the clutch can be enhanced.

According to an embodiment of the present invention, the decision by themanual operation clutch decision section is executed at least based on atarget gear position and a gear position at present. Therefore, adecision of high reliability can be executed based on a plurality ofparameters that can be detected by sensors.

According to an embodiment of the present invention, the gear positionat present includes a position at which both of an even number stageside gear and an odd number stage side gear of the multi-speedtransmission exhibit an in-gear state and a position at which only oneof the odd number stage side gears and the even number stage side gearsexhibits an in-gear state. Further, the manual operation clutch decisionsection carries out, when the gear position at present is the positionat which one of the odd number stage side gears and the even numberstage side gears exhibits an in-gear state, a decision to interlock themanual operation clutch capacity arithmetic operation value with theclutch capacity on the side on which the in-gear state is exhibited.Therefore, a clutch on the side on which the manual operation clutchcapacity arithmetic operation value can be interlocked effectively canbe determined in response to the gear position at present.

According to an embodiment of the present invention, the manualoperation clutch decision section determines, where the gear position atpresent is a position at which both of the even number stage side gearand the odd number stage side gear are in an in-gear state, that one ofthe clutches that is positioned nearer to the target gear position as aselection candidate, and carries out, when the clutch determined as theselection candidate and the currently decided clutch coincide with eachother, a decision to interlock the manual operation clutch capacityarithmetic operation value with the clutch capacity of the selectioncandidate, and, in contrast, carries out, when the clutch determined asthe selection candidate and the currently decided clutch do not coincidewith each other, a decision to interlock the manual operation clutchcapacity arithmetic operation value with that one of the clutches thatis positioned nearer to the target gear position at a point in time atwhich the manual operation clutch capacity arithmetic operation valuebecomes equal to or lower than the predetermined value or at anotherpoint in time at which the manual operation clutch capacity arithmeticoperation value changes in the connection direction. Therefore, when theclutch determined as a selection candidate and the decided clutchcoincide with each other, the clutch with which the manual operationclutch capacity arithmetic operation value is to be interlocked can bedetermined immediately. In contrast, when the clutch determined as aselection candidate and the decided clutch do not coincide with eachother, an appropriate clutch can be determined in response to a latervariation of the manual operation clutch capacity arithmetic operationvalue.

According to an embodiment of the present invention, the gear positionat present includes a neutral position at which none of the even numberstage side gears and the odd number stage side gears of the multi-speedtransmission is in an in-gear state, and, when the gear position atpresent is the neutral position, the manual operation clutch decisionsection carries out a decision to interlock the manual operation clutchcapacity arithmetic operation value with the odd number stage sideclutch capacity. Therefore, when the gear position at present is theneutral position, assuming that the first speed gear is used uponstarting, the manual operation clutch capacity arithmetic operationvalue can be interlocked with the odd number stage side clutch.

Further scope of applicability of the present invention will becomeapparent from the detailed description given hereinafter. However, itshould be understood that the detailed description and specificexamples, while indicating preferred embodiments of the invention, aregiven by way of illustration only, since various changes andmodifications within the spirit and scope of the invention will becomeapparent to those skilled in the art from this detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description given hereinbelow and the accompanying drawingswhich are given by way of illustration only, and thus are not limitativeof the present invention, and wherein:

FIG. 1 is a left side elevational view of a motorcycle to which atransmission control apparatus for a twin clutch type automatictransmission according to an embodiment of the present invention isapplied;

FIG. 2 is a right side elevational view of an engine as a power sourceof the motorcycle;

FIG. 3 is a system diagram of an AMT and peripheral apparatus;

FIG. 4 is an enlarged sectional view of the transmission;

FIG. 5 is an enlarged sectional view of a transmission mechanism;

FIG. 6 is a developed view showing a shape of guide grooves of a shiftdrum;

FIG. 7 is a table of shift positions defined by the shift drum;

FIG. 8 is a graph illustrating a relationship between the operationalamount of a clutch lever and an output signal of a clutch operationalamount sensor;

FIG. 9 is a block diagram showing a configuration of an AMT controllingunit;

FIG. 10 is a block diagram illustrating an arithmetic operationprocedure of a shift motor driving output value and a clutch capacityoutput value;

FIG. 11 is a state transition diagram illustrating a relationship amongthree clutch control modes;

FIG. 12 is a flow chart illustrating a procedure for deciding a clutchfor which a manual operation is to be executed;

FIG. 13 is a flow chart illustrating a procedure for deciding an Automode connection side clutch;

FIG. 14 is a flow chart (1/2) illustrating a procedure of a clutchcapacity output value arithmetic operation;

FIG. 15 is a flow chart (2/2) illustrating the procedure of the clutchcapacity output value arithmetic operation;

FIG. 16 is a time chart (1) illustrating a flow of clutch control modechangeover in a vehicle stopping state; and

FIG. 17 is a time chart (2) illustrating a flow of clutch control modechangeover in a vehicle stopping state.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following, a preferred embodiment of the present invention isdescribed in detail with reference to the drawings. FIG. 1 is a leftside elevational view of a motorcycle 10 to which a transmissioncontrolling apparatus for a twin clutch type automatic transmissionaccording to an embodiment of the present invention is applied. FIG. 2is a right side elevational view of an engine 100 as a power source ofthe motorcycle 10. A vehicle body frame 14 of the motorcycle 10 has apair of left and right main pipes 36, and a head pipe 15 is provided onthe vehicle body front side of the main pipes 36. A pair of left andright front forks 17 support a front wheel WF for rotation thereon andsupport a steering handlebar 18. The front forks 17 are supported forpivotal motion with respect to the head pipe 15.

The engine 100 is suspended below the main pipes 36 and is a V-typefour-cylinder engine wherein front and rear cylinders are disposed witha predetermined nip angle formed therebetween. A piston 41, a valvemechanism and so forth which slidably move in a cylinder block 40 have asimilar configuration among the four cylinders. A crankshaft 105, a mainshaft 13 and a countershaft 9 are accommodated in a crankcase 46. Thecrankshaft 105 supports connecting rods 41 a (refer to FIG. 2), on eachof which a piston 41 is supported, for rotation thereon. The main shaft13 and the countershaft 9 have a plurality of gear pairs, whichconfigure a transmission, attached thereto.

Between the front and rear cylinder blocks, air funnels 42 are disposed.The air funnels 42 introduce fresh air having passed through an aircleaner box disposed at a lower portion of a fuel tank 19 to intakeports of the cylinders. Each air funnel 42 has a fuel injection valveattached thereto. A muffler 54 is disposed below a seat 53 and exhaustscombustion gas introduced to the rear side of the vehicle body by anexhaust pipe 59.

A swing arm 38 is supported for rocking motion at a rear lower portionof the main pipes 36. The swing arm 38 is suspended by shock units 37and supports a rear wheel WR for rotation thereon. A drive shaft 58 isdisposed inside the swing arms 38 and transmits rotational driving forceof the engine 100 outputted from the countershaft 9 to the rear wheelWR. A vehicle speed sensor SEV is provided in the proximity of an axleof the rear wheel WR and detects a rotational speed of the rear wheelWR.

A clutch lever L is attached to the left side of the steering handlebar18 in the vehicle widthwise direction and servers as clutch manualoperation means for connecting and disconnecting transmission of adriving force between the engine 100 and the rear wheel WR. A shiftpedal P is attached in the proximity of a foot placing step on the leftside in the vehicle widthwise direction and serves as shift manualoperation means for carrying out a shift change of a transmission TM.

Referring to FIG. 2, each of a front bank Bf and a rear bank BR whichform the engine 100 is configured from a cylinder head 44 attached tothe upper side of a cylinder block 40 for accommodating a valvemechanism therein and a head cover 45 that covers an upper end of thecylinder head 44. A piston 41 slidably moves along an innercircumference of a cylinder 43 formed in the cylinder blocks 40. Thecrankcase 46 is configured from an upper case half 46 a formedintegrally with the cylinder blocks 40 and a lower case half 46 b towhich an oil pan 47 is attached.

A water pump 49 for pressure feeding cooling water is driven to rotateby an endless chain 48 wrapped around a sprocket wheel 13 a formed onthe main shaft 13. A clutch cover 50 is attached to a side face on theright side of the crankcase 46 in the vehicle widthwise direction.

The engine 100 in the present embodiment applies, as a hydraulic clutchfor connection and disconnection of rotational driving force to and fromthe transmission, a clutch of the twin clutch type configured from afirst clutch and a second clutch. The hydraulic pressure to be suppliedto the twin clutch can be controlled by an actuator, and a first valve107 a and a second valve 107 b as actuators controlling the two clutchesare attached to a right side portion of the engine 100. The twin clutchTCL is driven to connect and disconnect by a combination of automaticcontrol in response to the engine speed, vehicle speed and so forth anda driving instruction of an occupant by an operation of the clutch leverL.

FIG. 3 is a system diagram of an automatic manual transmission(hereinafter referred to as AMT) 1 as an automatic transmission andperipheral apparatus of the AMT 1. The AMT 1 is a twin clutch typeautomatic transmission apparatus that connects and disconnects therotational driving force of the engine by the two clutches disposed onthe main shaft. The AMT 1 accommodated in the crankcase 46 is controlledand driven by a clutch hydraulic system 110 and an AMT controlling unit120. The AMT controlling unit 120 includes clutch controlling means forcontrolling the driving of the valve 107 as a clutch actuator configuredfrom the first valve 107 a and the second valve 107 b. Further, theengine 100 includes a throttle body 102 of the throttle-by-wire type inwhich a throttle valve motor 104 for opening and closing the throttlevalve is provided.

The AMT 1 includes a transmission TM of six forward stages, a twinclutch TCL configured from a first clutch CL1 and a second clutch CL2, ashift drum 30, and a shift motor (shift actuator) 21 for rotating theshift drum 30. The shift motor 21 is driven to rotate by a combinationof automatic control in response to an engine speed, a vehicle speed andso forth and a driving instruction of an occupant by an operation of theshift pedal P.

A large number of gears which configure the transmission TM are coupledto or loosely fitted on the main shaft 13 or the countershaft 9. Themain shaft 13 is configured from an inner main shaft 7 and an outer mainshaft 6. The inner main shaft 7 is coupled to the first clutch CL1 whilethe outer main shaft 6 is coupled to the second clutch CL2. Transmissiongears are provided on the main shaft 13 and the countershaft 9 such thatthey are displaceable in the axial direction of the main shaft 13 andthe countershaft 9. Shift forks 71, 72, 81 and 82 are engaged at endportions thereof with the transmission gears and a plurality of guidegrooves formed on the shift drum 30.

A primary driving gear 106 is coupled to the crankshaft 105 of theengine 100 and is held in mesh with a driven gear 3. The primary drivengear 3 is connected to the inner main shaft 7 through the first clutchCL1 and connected to the outer main shaft 6 through the second clutchCL2. Further, the AMT 1 includes an inner main shaft rotational speedsensor 131 and an outer main shaft rotational speed sensor 132 thatmeasure the rotational speed of predetermined transmission gears on thecountershaft 9 to detect the rotational speed of the inner main shaft 7and the outer main shaft 6, respectively.

The inner main shaft rotational speed sensor 131 detects the rotationalspeed of a driven side transmission gear C3 that is attached forrotation but against sliding movement on the countershaft 9 and is heldin meshing engagement with a transmission gear attached against rotationon the inner main shaft 7. Meanwhile, the outer main shaft rotationalspeed sensor 132 detects the rotational speed of a driven sidetransmission gear C4 that is attached for rotation but against slidingmoment on the countershaft 9 and is held in meshing engagement with atransmission gear attached against rotation to the outer main shaft 6.

A bevel gear 56 is coupled to an end portion of the countershaft 9. Thebevel gear 56 meshes with another bevel gear 57 coupled to the driveshaft 58 to transmit the rotational driving force of the countershaft 9to the rear wheel WR. Further, in the AMT 1, an engine speed sensor 130,a gear position sensor 134, a shifter sensor 27, and a neutral switch133 are provided. The engine speed sensor 130 is disposed in an opposingrelationship to an outer periphery of the primary driven gear 3. Thegear position sensor 134 detects a gear stage position of thetransmission TM based on the rotational position of the shift drum 30.The shifter sensor 27 detects a pivoted position of a shifter that isdriven by the shift motor 21. The neutral switch 133 detects that theshift drum 30 is at a neutral position. A throttle opening sensor 103 isprovided on the throttle body 102 and detects a throttle opening.

The clutch hydraulic system 110 is configured such that it uses both thelubricating oil for the engine 100 and hydraulic oil for driving thetwin clutch. The clutch hydraulic system 110 includes an oil tank 114,and a pipe line 108 for feeding oil (hydraulic oil) in the oil tank 114to the first clutch CL1 and the second clutch CL2. A hydraulic pump 109as a hydraulic supply source and a valve (electromagnetic control valve)107 as a clutch actuator are provided on the pipe line 108. On a returnpipe line 112 connected to the pipe line 108, a regulator 111 isdisposed for normally keeping the hydraulic pressure to be supplied tothe valve 107 to a fixed value. The valve 107 is configured from thefirst valve 107 a and the second valve 107 b that can supply oilpressure to the first clutch CL1 and the second clutch CL2,respectively. An oil return pipe line 113 is provided for each of thefirst valve 107 a and the second valve 107 b.

A first hydraulic pressure sensor 63 is provided on a pipe line thatconnects the first valve 107 a and the first clutch CL1 to each otherand measures the hydraulic pressure generated in the pipe line, namely,the hydraulic pressure generated in the first clutch CL1. Similarly, asecond hydraulic pressure sensor 64 is provided on another pipe linethat connects the second valve 107 b and the second clutch CL2 to eachother and measures the hydraulic pressure generated in the second clutchCL2. Further, on the pipe line 108 that connects the hydraulic pump 109and the valve 107 to each other, a main hydraulic pressure sensor 65 anda third hydraulic pressure sensor 66 as oil temperature detection meansare provided.

To the AMT controlling unit 120, a shift mode changeover switch 116, ashift switch 115, a neutral select switch 117 and a clutch control modechangeover switch 118 are connected. The shift mode changeover switch116 carries out changeover between an automatic shift (AT) mode and amanual shift (MT) mode of the transmission TM. The shift switch 115serves as shift manual operation means that carries out shiftinstruction for shift up (UP) or shift down (DN). The neutral selectswitch 117 carries out a changeover between the neutral (N) position andthe drive (D) position. The clutch control mode changeover switch 118carries out a changeover of a control mode for clutch operation. Theclutch control mode changeover switch 118 is a push type switch thatexhibits an on state from an off state only when it is pushed. Theclutch control mode changeover switch 118 can arbitrarily carry out achangeover between an Auto mode in which clutch control is carried outautomatically and a Manual mode in which the clutch is driven inresponse to an operation of the clutch lever L, under a predeterminedcondition. The switches are provided on handlebar switches of thesteering handlebar 18.

It is to be noted that the shift pedal P does not have a mechanicalconnection to the shift drum 30 but functions as a switch that sends ashifting request signal to the AMT controlling unit 120 similarly to theshift switch 115. Further, the clutch lever L does not have a mechanicalconnection to the twin clutch but functions as a switch that sends aclutch operation request signal to the AMT controlling unit 120.

The AMT controlling unit 120 includes a central processing unit (CPU)and controls the valve (clutch actuator) 107 and the shift motor (shiftactuator) 21 in response to output signals of the sensors and theswitches described above to change the shift position of the AMT 1automatically or semi-automatically. Upon selection of the AT mode, theshift position is changed over automatically in response to informationof the vehicle speed, engine speed, throttle opening and so forth. Incontrast, upon selection of the MT mode, the transmission TM is shiftedup or down in response to an operation of the shift switch 115 or theshift pedal P. It is to be noted that, also upon selection of the MTmode, auxiliary automatic shift control for preventing an overspeed,installation and so forth of the engine can be executed.

In the clutch hydraulic system 110, a hydraulic pressure is applied tothe valve 107 by the hydraulic pump 109 and is controlled by theregulator 111 so that it does not exceed an upper limit value. If thevalve 107 is opened in accordance with an instruction from the AMTcontrolling unit 120, then the hydraulic pressure is applied to thefirst clutch CL1 or the second clutch CL2 to connect the primary drivengear 3 to the inner main shaft 7 or the outer main shaft 6 through thefirst clutch CL1 or the second clutch CL2. In particular, both of thefirst clutch CL1 and the second clutch CL2 are normally open typehydraulic clutches. If the valve 107 is closed to stop the applicationof the hydraulic pressure, then the first clutch CL1 or the secondclutch CL2 is urged in a direction in which the connection between theinner main shaft 7 and the outer main shaft 6 is cut by a return spring(not shown) built therein.

The valve 107 which opens and closes the pipe lines that connect thepipe line 108 and the two clutches to each other to drive the clutchesis configured such that the AMT controlling unit 120 adjusts the drivingsignal so that the time and so forth required to place the pipe linesfrom a fully closed state to a fully open state can be changedarbitrarily.

The shift motor 21 rotates the shift drum 30 in accordance with aninstruction from the AMT controlling unit 120. When the shift drum 30rotates, the shift forks 71, 72, 81 and 82 are displaced in an axialdirection of the shift drum 30 in accordance with the shape of guidegrooves formed on the outer periphery of the shift drum 30, whereuponthe meshing relationship between the gears on the countershaft 9 and themain shaft 13 changes.

The AMT 1 according to the present embodiment is configured such thatthe inner main shaft 7 coupled to the first clutch CL1 supports oddnumber stage side gears (first, third and fifth stages) and the outermain shaft 6 coupled to the second clutch CL2 supports even number stageside gears (second, fourth and sixth stages). Accordingly, for example,while the motorcycle runs with an odd number stage side gear, supply ofthe pressure oil to the first clutch CL1 continues and the connectionstate is maintained. Then, upon a shift change, the transmission gearthat transmits a driving force is changed over by carrying out a clutchswitching operation in a state in which the transmission gears beforeand after the shift change remain in a meshing state.

FIG. 4 is an enlarged sectional view of the transmission TM. Likereference characters to those used in the foregoing description denotelike or equivalent portions. A rotational driving force is transmittedfrom the crankshaft 105 of the engine 100 to the primary driven gear 3having a shock absorption mechanism 5 thereon through the primarydriving gear 106. Then, the rotational driving force is transmitted fromthe twin clutch TCL to the countershaft 9 to which the bevel gear 56 isattached through the outer main shaft 6 and the inner main shaft 7supported for rotation in the outer main shaft 6 and further through thesix gear pairs provided between the main shaft 13 (outer main shaft 6and inner main shaft 7) and the countershaft 9. The rotational drivingforce transmitted to the bevel gear 56 is transmitted to the drive shaft58 with the rotational direction thereof being changed to the vehiclebody rear side by the bevel gear 57 with which the bevel gear 56 meshes.

The transmission TM has six transmission gear pairs between the mainshaft and the countershaft and can select which gear pair should be usedto output the rotational driving force depending upon a combination ofthe position of a slidably movable gear attached for sliding movement inan axial direction of each shaft and the connection or disconnectionstate of the first clutch CL1 and the second clutch CL2. The twin clutchTCL is disposed in the inside of a clutch case 4 that rotates integrallywith the primary driven gear 3. The first clutch CL1 is attached againstrotation on the inner main shaft 7 while the second clutch CL2 isattached against rotation to the outer main shaft 6. A clutch plate 12is disposed between the clutch case 4 and each of the two clutches. Theclutch plate 12 is configured from four driving friction platessupported against rotation on the clutch case 4 and four driven frictionplates supported against rotation on each of the two clutches.

The first clutch CL1 and the second clutch CL2 are configured such that,if oil pressure is supplied thereto from the hydraulic pump 109 (referto FIG. 3), then a friction force is generated on the clutch plate 12 sothat the first clutch CL1 or the second clutch CL2 is placed into aconnection state. A distributor 8 is embedded in a wall face of theclutch cover 50 attached to the crankcase 46 and forms two hydraulicpaths of a double pipe shape in the inside of the inner main shaft 7. Ifa hydraulic pressure is supplied to the distributor 8 through the firstvalve 107 a and a hydraulic pressure is supplied into an oil path A1formed in the inner main shaft 7, then a piston B1 is slidably moved ina direction indicated in FIG. 4 against the biasing force of an elasticmember 11 such as a spring so that the first clutch CL1 is changed overinto a connection state. On the other hand, if a hydraulic pressure issupplied into another oil path A2, then a piston B2 is slidably moved tothe left in FIG. 4 to change over the second clutch CL2 into aconnection state. The pistons B1 and B2 of the clutches CL1 and CL2 areconfigured such that, if the application of the hydraulic pressurestops, then they return to their initial position by the biasing forceof the elastic member 11.

By such a configuration as described above, a rotational driving forceof the primary driven gear 3 rotates the clutch case 4 unless ahydraulic pressure is supplied to the first clutch CL1 or the secondclutch CL2. However, if a hydraulic pressure is supplied, then the outermain shaft 6 or the inner main shaft 7 is driven to rotate integrallywith the clutch case 4. At this time, by adjusting the magnitude of thesupplied hydraulic pressure, an arbitrary half clutch state can beobtained.

The inner main shaft 7 connected to the first clutch CL1 supportsdriving gears M1, M3 and M5 for the odd number stages (first, third andfifth speeds). The first speed driving gear M1 is formed integrally withthe inner main shaft 7. The third speed driving gear M3 is attached forsliding movement in an axial direction but against rotation in acircumferential direction to the inner main shaft 7 through a splinemeshing engagement therebetween. The fifth speed driving gear M5 isattached against sliding movement in an axial direction and for rotationin a circumferential direction to the inner main shaft 7.

Meanwhile, the outer main shaft 6 connected to the second clutch CL2supports driving gears M2, M4 and M6 for the even number stages (second,fourth and sixth speeds). The second speed driving gear M2 is formedintegrally with the outer main shaft 6. The fourth speed driving gear M4is attached for sliding movement in an axial direction but againstrotation in a circumferential direction to the outer main shaft 6through spline meshing engagement therebetween. The sixth speed drivinggear M6 is attached against sliding movement in the axial direction butfor rotation in a circumferential direction to the outer main shaft 6.

The countershaft 9 supports drive gears C1 to C6 for meshing with thedriving gears M1 to M6. The first to fourth speed driven gears C1 to C4are attached against sliding movement in an axial direction but forrotation in a circumferential direction to the countershaft 9. The fifthand sixth speed driven gears C5 and C6 are attached for sliding movementin the axial direction but against rotation in a circumferentialdirection to the countershaft 9.

Of the gear trains described above, the driving gears M3 and M4 and thedriven gears C5 and C6, namely, the “slidably movable gears” which canslidably move in the axial direction, are configured so as to beslidably moved by a movement of a shift fork hereinafter described. Eachof the slidably movable gears has an engaging groove 51, 52, 61 or 62formed therein for engagement by a pawl portion of the shift fork. It isto be noted that the inner main shaft rotational speed sensor 131 (referto FIG. 3) detects the rotational speed of the third speed driven gearC3 and the outer main shaft rotational speed sensor 132 detects therotational speed of the speed fourth driven gear C4 as describedhereinabove.

Meanwhile, the transmission gears (driving gears M1, M2, M5 and M6 anddriven gears C1 to C4) other than the slidably movable gears describedabove, namely, the “slidably immovable gears” which cannot slidably movein the axial direction, are configured such that they carry outconnection and disconnection of the rotational driving force to and froman adjacent slidably movable gear. By the configuration described above,the AMT 1 according to the present embodiment can arbitrarily select onegear pair for transmitting the rotational driving force depending uponthe position of the slidably movable gears and the connection ordisconnection state of the clutches CL1 and CL2.

In the present embodiment, a dog clutch mechanism is applied for thetransmission of the rotational driving force between a slidably movablegear and a slidably immovable gear. The dog clutch mechanism makeslow-loss transmission of the rotational driving force through meshingengagement between concave and convex shapes configured from dog teethand dog holes. In the present embodiment, the dog clutch mechanism isconfigured such that, for example, four dog teeth 55 formed on the sixthspeed driven gear C6 mesh with four dog holes 35 formed on the secondspeed driven gear C2.

FIG. 5 is an enlarged sectional view of a transmission mechanism 20.Meanwhile, FIG. 6 is a developed view showing a shape of guide groups ofthe shift drum 30. The transmission mechanism 20 includes the four shiftforks 71, 72 and 81, 82 attached for sliding movement to two guideshafts 31 and 32, respectively, in order to drive the four slidablymovement gears described hereinabove. The four shift forks have providedthereon guide pawls (71 a, 72 a, 81 a and 82 a) for engaging with theslidably movable gears and cylindrical convex portions (71 b, 72 b, 81 band 82 b) for engaging with the guide grooves formed on the shift drum30.

The shift fork 71 for engaging with the third speed driving gear M3 andthe shift fork 72 for engaging with the fourth speed driving gear M4 areattached to the guide shaft 31. Meanwhile, the shift fork 81 forengaging with the fifth speed driven gear C5 and the shift fork 82 forengaging with the sixth speed driven gear C6 are attached to the guideshaft 32 on the other side.

Guide grooves SM1 and SM2 for being engaged by the shift forks 71 and 72on the main shaft side and guide grooves SC1 and SC2 for being engagedby the shift forks 81 and 82 on the countershaft side are formed on thesurface of the shift drum 30 disposed in parallel to the guide shafts 31and 32, respectively. Consequently, the slidably movable gears M3, M4and C5, C6 are driven along the shape of the four guide grooves uponrotation of the shift drum 30.

The shift drum 30 is driven to rotate to a predetermined position by theshift motor 21. The rotational driving force of the shift motor 21 istransmitted to a shift drum shaft 29, that supports the shift drum 30 ofa hollow cylindrical shape, through a first gear 23 fixed to a rotaryshaft 22 and a second gear 24 meshing with the first gear 23. The shiftdrum shaft 29 is connected to the shift drum 30 through a lost motionmechanism 140.

The lost motion mechanism 140 is configured such that the shift drumshaft 29 and the shift drum 30 are connected to each other by a torsioncoil spring 150. The lost motion mechanism 140 is a mechanism wherein,for example, even if the shift drum 30 cannot be rotated in a scheduledmanner due to a failure in the meshing engagement of the dog clutch, amotion of the shift motor 21 is temporarily absorbed by the torsion coilspring 150 so that an excessive load is not applied to the shift motor21.

The lost motion mechanism 140 is configured from a driving rotor 170attached to an end portion of the shift drum shaft 29, a driven rotor160 attached to an end portion of the shift drum 30, and a torsion coilspring 150 that connects the driving rotor 170 and the driven rotor 160to each other. Consequently, if the shift drum 30 is placed into arotatable state in the state in which the motion of the shift motor 21is temporarily absorbed, then the shift drum 30 is rotated to thepredetermined position by the biasing force of the torsion coil spring150.

In order for the gear position sensor 134 (refer to FIG. 3) to detect anactual rotational angle of the shift drum 30, it is disposed so as todetect the rotational angle of the shift drum 30 or the driven rotor160. The shifter sensor 27 can detect whether or not the shift motor 21is at a predetermined position based on the position of a cam 28 rotatedby a pin 26 planted on a shifter 25 fixed to the shift drum shaft 29.

A positional relationship between the rotational position of the shiftdrum 30 and the four shift forks is described with reference to thedeveloped view of FIG. 6. The guide shafts 31 and 32 are disposed atpositions spaced by approximately 90° in a circumferential directionwith reference to the rotary shaft of the shift drum 30. For example,where the rotational position of the shift drum 30 is the neutral (N)position, the shift forks 81 and 82 are positioned at a positionindicated by “C N-N” on the left side in FIG. 6 while the shift forks 71and 72 are positioned at a position indicated by “M N-N” on the rightside in FIG. 6.

In FIG. 6, the position of each cylindrical convex portion (71 b, 72 b,81 b, 82 b) of the shift forks in the neutral position is indicated by abroken line circle. Meanwhile, predetermined rotational positionsrepresented by indications following the indication “C N-N” on the leftside in FIG. 6 and predetermined rotational positions represented byindications following the indication “M N-N” on the right side in FIG. 6are provided at intervals of 30 degrees. It is to be noted that, fromamong the predetermined rotational angles, a “neutral waiting (Nwaiting)” position hereinafter described is indicated by a quadrangularshape.

The sliding movement positions of the shift forks determined by theguide grooves are configured such that, while the guide grooves SM1 andSM2 on the main shaft side have two positions of a “left position” and a“right position,” the guide grooves SC1 and SC2 on the countershaft sidehave three positions of a “left position,” a “mid position” and a “rightposition.”

When the shift drum 30 is at the neutral position, the shift forks arepositioned such that the shift fork 81 is at the mid position, the shiftfork 82 at the mid position, the shift fork 71 at the right position andthe shift fork 72 at the left position. This is a state in which none ofthe four slidably movable gears which are driven by the shift forks meshwith adjacent slidably immovable gears. Accordingly, even if the firstclutch CL1 or the second clutch CL2 is connected, the rotational drivingforce of the primary driven gear 3 is not transmitted to thecountershaft 9.

Then, if the shift drum 30 is rotated from the neutral positiondescribed hereinabove to the position (“C 1-N” and “M 1-N”)corresponding to the first speed gear, then the shift fork 81 changesover from the mid position to the left position to change over the fifthspeed driven gear C5 from the mid position to the left position.Consequently, the fifth speed driven gear C5 is brought into meshingengagement with the first speed driven gear C1 through the dog clutch toestablish a state in which the rotational driving force can betransmitted. If, in this state, the first clutch CL1 is changed over toa connection state, then the rotational driving force is transmitted inorder of the inner main shaft 7, first speed driving gear M1, firstspeed driven gear C1, fifth speed driven gear C5, and countershaft 9.

Then, if a shift instruction to the second speed is inputted aftercompletion of the speed change to the first gear, then the shift drum 30is automatically rotated by 30 degrees in a shift up direction. Thisrotational movement is called “preliminary upshifting” for completingthe speed change only by the changeover of the connection state of thetwin clutch TCL when the shift instruction to the second speed isissued. By this preliminary upshifting, the two guide shafts move to thepositions of the indications “C 1-2” and “M 1-2” on the left and rightsides in FIG. 6, respectively.

The change of the guide grooves involved in this preliminary upshiftingis only the changeover of the guide groove SC2 from the mid position tothe right position. By this changeover, the shift fork 82 moves to theright position to bring the sixth speed driven gear C6 into meshingengagement with the second speed driven gear C2 through the dog clutch.At a point in time at which the preliminary upshifting is completed,since the second clutch CL2 is in the disconnected state, the outer mainshaft 6 is driven to rotate by the viscosity of the lubricating oilfilled between the outer main shaft 6 and the inner main shaft 7.

By the preliminary upshifting described above, the twin clutch TCLbecomes ready for transmission of the rotational driving force throughthe second gear. If a shifting instruction to the second speed is issuedin this state, then the first clutch CL1 is disconnected and the secondspeed driven gear C2 is changed over to a connected state. By thisswitching action of the clutch, the shifting action to the second gearis completed immediately without interruption of the rotational drivingforce.

Then, if a shifting instruction to the third speed is issued after thecompletion of the shifting action from the first speed to the secondspeed, then the preliminary upshifting for completing the shiftingaction from the second speed to the third speed only by switching of theclutch is executed. By the preliminary upshifting from the second speedto the third speed, the guide shaft on the counter shaft side moves fromthe position of the indication “C 1-2” on the left side in FIG. 6 to theposition of the indication “C 3-2” and the guide shaft of the main shaftside moves from the position of the indication “M 1-2” on the right sidein FIG. 6 to the position of the indication “M 3-2.” The change of theguide grooves involved in the movement is only changeover of the guidegroove SC1 from the left position to the right position. By thechangeover, the shift fork 81 moves from the left position to the rightposition and the fifth speed driven gear C5 and the speed third drivengear C3 are brought into meshing engagement with each other through thedog clutch.

After the preliminary upshifting from the second speed to the thirdspeed is completed, a state is established in which a shifting actionfrom the second speed to the third speed is completed only by executingan action of changing over the connection state of the twin clutch TCLfrom the first clutch CL1 to the second clutch CL2, namely, only byexecuting a switching action of the clutch. This preliminary upshiftingis thereafter executed similarly until selection of the fifth speed gearis carried out. Upon the preliminary upshifting from the second speed tothe third speed described above, the guide groove SC1 passes the midposition of the indication “C N-2” on the left side in FIG. 6, namely,the position at which meshing engagement through the dog clutch is notcarried out. The rotational position of the shift drum 30 is detected bythe gear position sensor 134, and the rotational speed of the shift drum30 can be finely adjusted by the shift motor 21. Consequently, it ispossible to differentiate between the rotational speed from the positionof the indication “C 1-2” to the position of the indication “C N-2” onthe left side in FIG. 6, namely, the speed when the meshing engagementof the dog clutch is canceled between the drive gears C1 and C5, and therotational speed from the position of the indication “C N-2” to theposition of the indication “C 3-2,” namely, the speed when the dogclutch is placed into meshing engagement between the driven gears C5 andC3. Or, “neutral waiting” wherein the shift drum 30 stops for apredetermined period of time at the position wherein the indication “CN-2” can be carried out. With such a configuration of the AMT 1 asdescribed above, for example, during driving with the second speed gear,the rotational position of the shift drum 30 can be changed arbitrarilyamong the positions of “1-2,” “N-2” and “3-2.”

If the neutral waiting control for temporarily stopping the shift drum30 at the “neutral waiting” position is executed at a predeterminedtiming, then a shift shock which is liable to occur upon connection anddisconnection of the dog clutch can be reduced. It is to be noted thatthe driving timing or the driving speed of the shift drum 30 can beadjusted suitably also in response to the number of the shift stage uponshifting, the engine speed and so forth.

It is to be noted that, when the shift drum 30 is at the “neutralwaiting” position, one shift gear pair on the odd number stage side andthe even number stage side is in the neutral state. For example, at theposition of “C N-2,” the dog clutch between the driven gears C2 and C6is in a meshing state. On the other hand, the driven gear C5 is in theneutral state in which it meshes with none of the driven gears C1 andC3. Accordingly, even if the first clutch CL1 is changed over at thispoint in time to a connected state, only the inner main shaft 7 isrotated, but there is no influence upon transmission of the rotationaldriving force to the countershaft 9.

FIG. 7 illustrates a table of shift positions defined by the shift drum30. The shift drum 30 changes the shift position by one stage, forexample, from the position of N-N to the position 1-N by one shiftingaction. The shift drum 30 has, on both of the odd number stage side andthe even number stage side, a neutral waiting position indicated by “N”between gear stages. For example, at the position “1-N,” while the oddnumber stage side gears are in a state in which the gear for the firstspeed can be connected, the even number stage side gears are in aneutral state in which no driving force is transmitted. On the otherhand, at any position at which no neutral waiting state is provided,such as at the position “1-2,” one of the first clutch CL1 and thesecond clutch CL2 is connected to carry out transmission of drivingforce.

FIG. 8 is a graph illustrating a relationship between the operationalamount of the clutch lever L and the output signal of a clutchoperational amount sensor SEL. The clutch lever L (refer to FIG. 1)attached to the steering handlebar 18 is a clutch manual operation meansfor driving the clutch to the disconnection side in response to theoperational amount by the occupant from a clutch connection state inwhich the clutch lever L is not operated and remains free. The clutchlever L is configured such that it returns to its initial position if itis released by the occupant.

The clutch lever operational amount sensor SEL is set such that theoutput voltage (vcltlevin) thereof increases in response to a release ofthe lever where the state in which the clutch lever L is operated fullyis represented as zero. In the present embodiment, the remaining rangewhen an amount of play of the lever which exists when the lever beginsto be gripped and an abutment margin determined taking intoconsideration that the gripped lever is abutted to a handlebar gripformed from rubber or the like are subtracted from the output voltage isset as a range of an effective voltage.

More particularly, the amount of the lever from an operational amount Sawhen the lever is released until the abutment margin comes to an endafter the gripped state of the lever is established to anotheroperational amount Sb at which the lever play amount starts is set so asto correspond to a range from a lower limit value E1 to an upper limitvalue E2 of the effective voltage. Then, the range from the lower limitvalue E1 to the upper limit value E2 is made corresponding in aproportional relationship to a range of zero to a MAX value of themanual operation clutch capacity arithmetic operation value (tqc1tmt).This can reduce the influence of a mechanical play, sensor dispersionand so forth and enhance the reliability of a clutch driving amountrequired by a manual operation.

FIG. 9 is a block diagram showing a configuration of the AMT controllingunit 120. Like reference characters to those used in the foregoingdescription denote like or equivalent portions. A shift controllingsection 180 of the AMT controlling unit 120 includes an automatic shiftmode AT, a manual shift mode MT, a shift map M, a target gear positiondecision section 181, and a stopping state clutch off/starting requestdecision section 182. The shift controlling section 180 further includesa manual operation clutch decision section 183, an Auto mode connectionside clutch decision section 184, a manual operation clutch capacityarithmetic operational section 185, and a clutch control mode decisionsection 186. The shift controlling section 180 further includes a shiftmotor driving output power arithmetic operational section 187 and aclutch capacity output value arithmetic operational section 188.

Output signals from the clutch lever operational amount sensor SEL fordetecting an operational amount of the clutch lever L, the gear positionsensor 134, engine speed sensor 130, throttle opening sensor 103,vehicle speed sensor SEV, shift mode changeover SW (switch) 116 andclutch control mode changeover SW (switch) 118 are inputted to the shiftcontrolling section 180. In addition, output signals from a shift pedaloperational amount sensor SEP for detecting an operational amount of theshift pedal P, the shift SW (switch) 115, main hydraulic pressure sensor65, first hydraulic pressure sensor 63, second hydraulic pressure sensor64 and third hydraulic pressure sensor 66 are inputted to the shiftcontrolling section 180.

When both of the clutch control mode and the shift mode are set toautomatic control, the shift controlling section 180 transmits a drivingsignal to a shift actuator controlling section 190 and a clutch actuatorcontrolling section 191 in accordance with the shift map M configuredfrom a three-dimensional map or the like based on output signalsprincipally from the engine speed sensor 130, throttle opening sensor103, gear position sensor 134 and vehicle speed sensor SEV.

Meanwhile, the AMT controlling unit 120 according to the presentembodiment is configured such that a manual operation for driving thetwin clutch TCL and the shift drum 30 can be executed in response to anoperation of the clutch lever L or an operation of the shift switch 115or the shift pedal P as manual operation means. Among such manualoperations, the operation of the manual operation means can be givenpriority not only when the manual mode is selected by the shift modechangeover switch 116 and the clutch control mode changeover switch 118but also when the manual operation means is operated during automaticcontrol. It is to be noted that the AMT controlling unit 120 carries outcontrol also for the throttle valve motor 104 and a fuel injectionsystem and, for example, executes also automatic blipping (racing)control for adjusting the engine speed upon shift down and like control.

FIG. 10 is a block diagram illustrating an arithmetic operationprocedure of a shift motor driving output value and a clutch capacityoutput value. Like reference characters to those used in the foregoingdescription denotes like or equivalent portions. The shift motor drivingoutput value and the clutch capacity output value are arithmeticallyoperated by the shift motor driving output power arithmetic operationalsection 187 and the clutch capacity output value arithmetic operationalsection 188, respectively, in the shift controlling section 180 andtransmitted to the shift actuator controlling section 190 and the clutchactuator controlling section 191.

The shift motor driving output value for determining the rotationaldirection and the rotational amount of the shift drum 30 is calculatedby the shift motor driving output power arithmetic operational section187. The shift motor driving output power arithmetic operational section187 calculates, when a difference appears between the gear position(gearpos) at present and a target gear position (gptgt), the shift motordriving output value so that the gear position at present comes tocoincide with the target gear position.

The target gear position (gptgt) is derived by the target gear positiondecision section 181 in response to a shifting request based on theshift map M by automatic shift control and a shifting request by amanual operation (shift pedal operation or shift switch operation).Meanwhile, the gear position (gearpos) at present is detected as a12-stage signal by the gear position sensor 134 (refer to FIG. 7).

On the other hand, the clutch capacity output value arithmeticoperational section 188 arithmetically operates an odd number stage sideclutch capacity output value (tqc1) for determining a driving amount ofthe odd number stage side clutch (first clutch CL1) and an even numberstage side clutch capacity output value (tqc2) for determining a drivingamount of the even number stage side clutch (second clutch CL2). In thisinstance, the clutch capacity output value arithmetic operationalsection 188 carries out the automatic operation based on a manualoperation clutch decision value (cntcltmt), an Auto mode connectionclutch decision value (cltcont), a clutch control mode (cltmode), amanual operation clutch capacity arithmetic operation value (tqc1tmt),and information necessary for automatic starting-shift control (vehiclespeed, throttle opening, engine speed/engine torque estimated value andso forth).

The manual operation clutch decision value (cntcltmt) derived by themanual operation clutch decision section 183 indicates which one of thefirst clutch CL1 and the second clutch CL2 is to be determined as acontrol target in response to an operation of the clutch lever L. Thisis calculated based on the target gear position (gptgt), gear position(gearpos) and manual operation clutch capacity arithmetic operationvalue (tqc1tme): E. The manual operation clutch capacity arithmeticoperation value (tqc1tmt) is derived by the manual operation clutchcapacity arithmetic operational section 185 based on the clutchoperational amount sensor signal (vcltlevin) as described hereinabovewith reference to FIG. 8.

The Auto mode connection clutch decision value (cltcont) derived by theAuto mode connection side clutch decision section 184 indicates whichone of the first clutch CL1 and the second clutch CL2 is to be connectedin the clutch Auto mode. This is derived based on the target gearposition (gptgt), the gear position (gearpos) and a stopping stateclutch off request (f_cltoff).

The stopping state clutch off request (f_cltoff) indicates a clutchdisconnection action upon stopping of the vehicle during operation ofthe engine and is derived by the stopping state clutch off/startingrequest decision section 182 based on the engine speed Ne, throttleopening TH and vehicle speed V. The stopping state clutch off/startingrequest decision section 182 carries out also detection of a startingrequest that depends upon, for example, when the engine speed Ne reachesa predetermined value.

The clutch control mode (cltmode) derived by the clutch control modedecision section 186 indicates by which one of automatic control andmanual operation the clutch is to be driven. This is derived based on aclutch control mode changeover SW state (cltmodsw) representative of anoperational state of the clutch control mode changeover SW 118, a clutchoperational amount sensor signal (vcltlevin), an odd number stage sideclutch capacity output value (tqc1), an even number stage side clutchcapacity output value (tqc2) and a manual operation clutch capacityarithmetic operation value (tqc1tmt). Accordingly, even if the Manualmode is selected by the clutch control mode changeover SW 118, theclutch control mode (clmode) may be changed to the Auto mode in responseto some other parameter.

FIG. 11 is a state transition diagram illustrating a relationship amongthe three clutch control modes. The three clutch control modes are anAuto mode in which an automatic control is carried out, a Manual mode inwhich a manual operation is carried out, and a Temp. Manual mode(hereinafter referred to sometimes as Temp. mode) in which a temporarymanual operation is carried out.

The Auto mode is a mode in which a clutch capacity suitable for anoperating state is arithmetically operated to control the clutch byautomatic starting-shift control. Meanwhile, the Manual mode is a modein which a clutch capacity is arithmetically operated in response to aclutch operation instruction by the occupant to control the clutch. TheTemp. mode is a temporary manual operation mode in which a clutchoperation instruction from the occupant is accepted in the Auto mode anda clutch capacity is arithmetically operated from the clutch operationinstruction to control the clutch. It is to be noted that, if theoccupant stops the operation of the clutch lever L (fully releases theclutch lever) in the Temp. mode, then the clutch control mode returns tothe Auto mode.

It is to be noted that the twin clutch type transmission according tothe present embodiment has a structure that a pump is driven byrotational driving force of the engine to generate clutch controllinghydraulic pressure. Therefore, upon the starting of the system, it isnecessary for the twin clutch type transmission to carry out thestarting in a clutch off state (disconnected state) in the Auto mode.Similarly, also upon stopping of the engine, since no clutch operationis required, it is set that a clutch off state is restored in the Automode.

First, if, in the Auto mode, conditions “that the vehicle is in astopping state, that the engine is in an operating state, that themanual operation clutch capacity arithmetic operation value (tqc1tmt) isequal to or lower than a clutch off decision threshold value and thatthe clutch control mode changeover SW changes from an off state to an onstate (a depression operation is carried out)” are satisfied, then theclutch control mode transits to the Manual mode.

Further, if, in the Auto mode, conditions “that the vehicle is beingoperated, that the clutch is in a connected state by the automaticcontrol, that the clutch lever L is released (the manual operationclutch capacity arithmetic operation value (tqc1tmt) is equal to theclutch connection capacity) and that the clutch control mode changeoverSW changes from an off state to an on state” are satisfied, then theclutch control mode transits to the Manual mode.

In contrast, if, in the Manual mode, conditions “that the vehicle isbeing operated, that the clutch lever L is in a released state (tqc1tmtis equal to the clutch connection capacity) and that the clutch controlmode changeover SW changes from an off state to an on state” aresatisfied, then the clutch control mode transits to the Auto mode.

Further, if, in a Manual type mode (Manual mode or Temp. mode),conditions “that the vehicle is in a stopping state, that the engine isin an operating state, that the manual operation clutch capacityarithmetic operation value (tqc1tmt) is equal to or lower than theclutch off decision threshold value, that the automatic startingconditions are not satisfied and that the clutch mode changeover SWchanges from an off state to an on state” are satisfied, then the clutchcontrol mode transits to the Auto mode.

Furthermore, if, in the Auto mode, conditions “that the engine is in anoperating state and that the manual operation clutch capacity arithmeticoperation value (tqc1tmt) calculated from the clutch operational amountsensor signal is equal to or lower than a clutch capacity output value(tqc1, tqc2)” are satisfied, then the clutch control mode transits tothe Temp. Manual mode. Consequently, a so-called override function ofcausing the clutch control mode to smoothly transit to the Temp. mode ifthe occupant carries out a clutch operation while the vehicle isoperating in the auto mode can be implemented.

On the other hand, if, in the Temp. Manual mode, a condition “that theclutch lever L is in a released state (tqc1tmt is equal to the clutchconnection capacity)” is satisfied, then the clutch control modetransits to the Manual mode.

Further, if, in the Temp. Manual mode, conditions “that the vehicle isin a stopping state, that the engine is in an operating state, that themanual operation clutch capacity arithmetic operation value (tqc1tmt) isequal to or lower than the clutch off decision threshold value and thatthe clutch mode changeover SW changes from an off state to an on state”are satisfied, then the clutch control mode transits to the Manual mode.

Then, if, in a Manual type mode (Manual mode or Temp. mode), a condition“that the engine is stopping” is satisfied, then the clutch control modetransits to the Manual mode.

FIG. 12 is a flow chart illustrating a procedure for deciding a clutchwhich is to execute a manual operation. This decision executed by themanual operation clutch decision section 183 decides, when the clutchlever L is operated, which one of the first clutch CL1 and the secondclutch CL2 is to correspond to the operation based on the gear positionat present and the target gear position.

At step S1, it is decided whether or not an odd number stage side gearis in an in-gear state (not in a neutral state). If an affirmativedecision is made at step S1, then the processing advances to step S2, atwhich it is decided whether or not an even number stage side gear is inan in-gear state. If an affirmative decision is made at step S2, thenthe processing advances to step S3.

At step S3, it is decided whether or not the value of the |target gearposition−odd number stage side gear position| is higher than the |targetgear position−even number stage side gear position|. In this instance,if both of an odd number stage side gear and an even number stage sidegear are in an in-gear state, for example, the gear position is “3-4”and the target gear position is the fifth gear, then |5−3|>|5−4| issatisfied and the decision at step S3 becomes an affirmative decision.If this inequality is not satisfied, then a negative decision is made atstep S3.

If a negative decision is made at step S3, then the processing advancesto step S4, at which it is decided whether or not the manual operationclutch decision is the odd number stage side clutch. If a negativedecision is made at step S4, then the processing advances to step S5. Atstep S5, it is decided whether or not the manual operation clutchcapacity is equal to or smaller than the clutch off capacity, and if anegative decision is made, then the processing advances to step S6. Atstep S6, it is decided whether or not the manual operation clutchcapacity has changed to the clutch connection side, and if a negativedecision is made, then the processing advances to step S7. At step S7,the manual operation clutch decision is set to the even number stageside clutch, thereby ending the series of control steps.

In contrast, if an affirmative decision is made at step S4, S5 or S6,then the processing advances to step S13, at which the manual operationclutch decision is set to the odd number stage side clutch, therebyending the series of control steps.

Meanwhile, if an affirmative decision is made at step S3, then theprocessing advances to step S8, at which it is decided whether or notthe manual operation clutch decision is the even number stage sideclutch. Then, if a negative decision is made, then the processingadvances to step S9. At step S9, it is decided whether or not the manualoperation clutch capacity is equal to or smaller than the clutch offcapacity, and if a negative decision is made, then the processingadvances to step S10. At step S10, it is decided whether or not themanual operation clutch capacity has changed to the clutch connectionside, and if a negative decision is made, then the processing advancesto step S11. At step S11, the manual operation clutch decision is set tothe odd number stage side clutch, thereby ending the series of controlsteps.

In contrast, if an affirmative decision is made at step S8, S9 or S10,then the processing advances to step S14, at which the manual operationclutch decision is set to the even number stage side clutch, therebyending the series of control steps.

Returning to the decision at step S1, if a negative decision is made atstep S1, namely, if it is decided that an odd number stage side gear isin a neutral state, then the processing advances to step S12, at whichit is decided whether or not an even number stage side gear is in anin-gear state. If a negative decision is made at step S12, namely, ifthe gear position is “N-N,” then the manual operation clutch decision isset to the odd number stage side clutch at step S16 (because theposition “1-N” only exists as a next position to the position “N-N”),thereby ending the series of control steps.

On the hand, if an affirmative decision is made at step S12, namely, ifit is decided that only an even number stage side gear is in an in-gearstate (position “N-2,” “N-4” or “N-6”), then the manual operation clutchdecision is set to the even number stage side clutch at step S15,thereby ending the series of control steps.

Further, returning to the decision at step S2, if a negative decision ismade at step S2, namely, if an even number stage side gear is in aneutral state and only an odd number stage side gear is in an in-gearstate (position “1-N,” “3-N” or “5-N”), then the processing advances tostep S13. At step S13, the manual operation clutch decision is set tothe odd number stage side clutch, thereby ending the series of controlsteps.

FIG. 13 is a flow chart illustrating a procedure for deciding aconnection side clutch in the Auto mode. This decision is executed bythe Auto mode connection side clutch decision section 184 and is made inaccordance with the gear position at present and the target gearposition which one of the first clutch CL1 and the second clutch CL2 isto be connected by automatic control during operation wherein the clutchcontrol mode is the Auto mode.

At step S20, it is decided whether or not the target gear position isthe position “N-N,” and if a negative decision is made, then theprocessing advances to step S21. At step S21, it is decided whether ornot there is a stopping state clutch off request, and if a negativedecision is made, then the processing advances to step S22. At step S22,it is decided whether or not the gear position at present is “N-N,” andif a negative decision is made, then the processing advances to stepS23.

At step S23, it is decided whether or not an odd number stage side gearis in an in-gear state, and if an affirmative decision is made, then theprocessing advances to step S24. At step S24, it is decided whether ornot an even number stage side gear is an in-gear state, and if anaffirmative decision is made, namely, if both of an odd number stageside gear and an even number stage side gear are in an in-gear state,then the processing advances to step S25.

At step S25, it is decided whether or not the value of the |target gearposition−odd number stage side gear position| is greater than the|target gear position−even number stage side gear position|. If anegative decision is made at step S25, then the processing advances tostep S26, at which the connection clutch state is set to the odd numberstage side clutch on, thereby ending the series of control steps. Incontrast, if an affirmative decision is made at step S25, then theprocessing advances to step S28, at which the connection clutch state isset to the even number stage side clutch on, thereby ending the seriesof control steps.

Returning to the decision at step S20, if an affirmative decision ismade at step S20, S21 or S22, then the processing advances to step S29,at which it is determined that no clutch connection is required and theconnection clutch state is set to off, thereby ending the series ofcontrol steps.

In contrast, if a negative decision is made at step S23, then theprocessing advances to step S27, at which it is decided whether or notan even number stage side gear is in an in-gear state. If an affirmativedecision is made at step S27, namely, if it is decided that an oddnumber stage side gear is in a neutral state and only an even numberstage side gear is in an in-gear state (“N-2,” “N-4” or “N-6”), then theprocessing advances to step S28. At step S28, the connection clutchstate is set to the even number stage side clutch on, thereby ending theseries of control steps.

It is to be noted that, if a negative decision is made at step S27,namely, if it is decided that none of the odd number stage side gear andthe even number stage side gear is in an in-gear state, then theprocessing advances to step S29, at which the connection clutch state isset to an off state, thereby ending the series of control steps. Incontrast, if a negative decision is made at step S24, then theprocessing advances to step S26, at which the connection clutch state isset to the odd number stage side clutch on, thereby ending the series ofcontrol steps.

FIGS. 14 and 15 are flow charts (1/2) and (2/2) illustrating a procedurefor a clutch capacity output value arithmetic operation. At step S30, itis decided whether or not the clutch control mode decision valueindicates the Auto mode, and if an affirmative decision is made, thenthe processing advances to step S31. However, if a negative decision ismade at step S30, then the processing advances to A (refer to FIG. 15).

At step S31, arithmetic operation of an Auto mode state automaticcontrol odd number stage side clutch capacity (tqc1at) is executed, andthen at next step S32, arithmetic operation of Auto mode state automaticcontrol even number stage side clutch capacity (tqc2at) is executed. Atsteps S31 and S32, arithmetic operation is executed so thatstarting/shifting is carried out smoothly in accordance with the shiftmap M configured from a three-dimensional map or the like basedprincipally on output signals of the engine speed sensor 130, throttleopening sensor 103, gear position sensor 134 and vehicle speed sensorSEV.

Then at step S33, the odd number stage side clutch capacity output value(tqc1) is set to the automatic control odd number stage side clutchcapacity (tqc1at), and then at step S34, the even number stage sideclutch capacity output value (tqc2) is set to the automatic control evennumber stage side clutch capacity (tqc2at), thereby ending the series ofcontrol steps.

Meanwhile, if a negative decision is made at step S30, namely, if theclutch control mode decision value indicates the Manual mode or theTemp. mode, then the processing advances to step S40 following A.

Referring to FIG. 15, at step S40, it is decided whether or not themanual operation clutch decision value is the odd number stage sideclutch. If an affirmative decision is made at step S40, then theprocessing advances to step S41, at which it is decided whether or notthe automatic control odd number stage side clutch capacity (tqc1at) hasbeen changed to the manual operation clutch capacity arithmeticoperation value (tqc1tmt) already. If a negative decision is made atstep S41, then the processing advances to step S42, at which Manual modestate tqc1at arithmetic operation is executed. At step S42, when theautomatic control clutch capacity arithmetic operation value is changedto the manual operation clutch capacity, an arithmetic operation oftqc1at is executed so that the influence upon the vehicle body behaviormay be minimized together with the even number stage side clutchcapacity.

At step S43, it is decided whether or not tqc1at is equal to or higherthan tqc1tmt. If a negative decision is made at step S43, then theprocessing advances to step S44, at which tqc1 is set to tqc1at.

If an affirmative decision is made at step S41 or S43, then theprocessing advances to step S45, at which tqc1 is set to tqc1tmt, andthen at next step S46, the tqc1at is set to tqc1mt. Thereafter, theprocessing advances to step S47.

At step S47, the Manual mode state tqc2at arithmetic operation isexecuted. At step S47, basically the clutch capacity is set to a valueequal to or smaller than a predetermined value (in the presentembodiment, zero), and if the clutch capacity is equal to or greaterthan the predetermined value, then the clutch capacity arithmeticoperation value is changed to the predetermined value. At this time, thearithmetic operation is executed so that the influence on the vehiclebody behavior may be minimized together with the odd number stage sideclutch capacity. Then, after tqc2 is set to tqc2at at step S48, theprocessing returns to B, thereby ending the series of control steps.

Returning to the decision at step S40, if a negative decision is made atstep S40, then arithmetic operation similar to those at steps S41 to S48described hereinabove is started in order beginning with the even numberstage side clutch.

More particularly, if a negative decision is made at step S40, then theprocessing advances to step S49, at which it is decided whether or notthe automatic control even number stage side clutch capacity (tqc2at)has changed to the manual operation clutch capacity arithmetic operationvalue (tqc1tmt). If a negative decision is made at step S49, then theprocessing advances to step S50, at which Manual mode state tqc2atarithmetic operation is executed.

Then at step S51, it is decided whether or not tqc2at≧tqc1tmt issatisfied. If a negative decision is made at step S51, then theprocessing advances to step S52, at which tqc2 is set to tqc2at.

If an affirmative decision is made at step S49 or S51, then theprocessing advances to step S53, at which tqc2 is set to tqc1tmt, andthen at step S54, tqc2at is set to tqc1tmt. Thereafter, the processingadvances to step S55.

At step S55, Manual mode state tqc1at arithmetic operation is carriedout. Then, tqc1 is set to tqc1at at step S56, and then the processingadvances to B.

In the following, a flow of clutch control in various settings isdescribed with reference to a time chart. The time charts illustrated inFIGS. 16 and 17 include, in an upper half thereof, a table including atotal of ten parameters and, in a lower half thereof, three graphscorresponding to the table.

The parameter table is configured from items of (a) to (j) give below.

(a) Target gear position (gptgt)=one of N, 1, 2, 3, 4, 5 and 6(b) Gear position at present (gearpos)=one of N-N, 1-N, 1-2, N-2, 3-2,3-N, 3-4, N-4, 5-4, 5-N, 5-6 and N-6(c) Gear shift state=one of STOP (shift drum stopping), UP (shift upside feeding action proceeding) and DOWN (shift down action proceeding)(d) Gear shift control mode (sftmode)=one of Auto (AT shift mode) andManual (MT shift mode)(e) Clutch control mode changeover SW (clmodsw)=ON or OFF (the switch ison only while the switch is depressed and indicates a changeover will tothe clutch Manual mode)(f) Clutch control mode (cltmode)=one of Auto mode, Temp. Manual modeand Manual mode(g) Auto mode connection side clutch decision value (cltcont)=on/off ofodd number stage side clutch or on/off of even number stage side clutch(h) Manual operation clutch decision value (cntcltmt)=odd number stageside clutch or even number stage side clutch(i) Odd number stage side clutch capacity output (tqc1)=tqc1 at ortqc1tmt(j) Even number stage side clutch capacity output (tqc2)=tqc2at ortqc1tmt

Meanwhile, the three graphs in the lower half of the time chart indicatethe clutch operational amount sensor signal (vcltlevin) and clutchcapacity, throttle opening, and engine speed and vehicle speed. In thegraph of the clutch capacity sensor, the capacity output (tqc1) of thefirst clutch CL1 is indicated by a thick line formed from slantinglines, and the capacity output (tqc2) of the second clutch CL2 isindicated by a thick line formed from drawing dots. Meanwhile, theclutch operational amount sensor signal (vcltlevin) is indicated by analternate long and short dashed line, and the manual operation clutchdecision value (cntcltmt) is indicated by an alternate long and twoshort dashed line. Further, a numeral in a round mark in the time chartis represented, in the following description, by the numeral inparentheses like (1), (2) or (3).

FIG. 16 is a time chart illustrating a flow of clutch control modechangeover in a vehicle stopping state. This time chart corresponds to aflow until, from a stopping state in which both of the gear shiftcontrol mode and the clutch control mode are the auto modes, only theclutch control mode transits to the Temp. Manual mode in response togripping of the clutch lever L by the occupant and the vehicle starts atthe first speed in response to a release operation of the occupant.

First, at (1), the ignition switch is switched on to start up thesystem, and then at time t1 corresponding to (2), the engine is started.At this time, the gear position is N-N, the clutch control mode is Auto,the odd number stage clutch capacity output (tqc1) is tqc1at, and thefirst clutch CL1 is in a disconnected state.

Then at time t2 corresponding to (3), the clutch operational amountsensor signal (vcltlevin) becomes lower than the sensor effectivevoltage upper limit value in response to the gripping operation of theclutch lever L, and thereupon, the manual operation clutch capacityarithmetic operation value (tqc1tmt) begins to decrease in aninterlocking relationship with the movement of the clutch lever L. Then,when vcltlevin becomes lower than the sensor effective voltage lowerlimit value at time t3 corresponding to (4), the clutch control modechanges over to the Temp. Manual mode and the odd number stage clutchcapacity output (tqc1) changes over to tqc1tmt. In particular, drivingof the first clutch CL1 in response to the lever operation of theoccupant is started (override function).

In other words, at a point in time at which tqc1tmt≦tqc1at (tqc2at)becomes satisfied, the clutch control mode becomes the Temp. mode. Atthis time, since the gear position is N-N, the manual operation clutchdecision value is the odd number stage side clutch, and the odd numberstage clutch capacity output (tqc1) is changed over to the manualoperation clutch capacity arithmetic operation value (tqc1tmt). Theautomatic control odd number stage side clutch capacity arithmeticoperation value (tqc1at) is also overwritten with the manual operationclutch capacity arithmetic operation value (tqc1tmt). At this time, theeven number stage clutch capacity output (tqc2) is set to the automaticcontrol even number stage clutch capacity arithmetic operation value(tqc2at).

Then at time t4 corresponding to (5), a shift UP action is executed inresponse to a shift UP request of the occupant by an operation of theshift switch or the shift pedal. This shift UP request is permitted toexecute because acceptance of the shift switch or shift pedal operationis permitted as a result of transition of the clutch control mode to theTemp. mode. Further, at time t5 corresponding to (6), the gear positionat present is “1-N” as a result of the shift UP action and the Auto modeconnection side clutch decision value changes to the odd number stageside clutch on.

Within a range corresponding to (7), the odd number stage clutchcapacity output (tqc1) is the manual operation clutch capacityarithmetic operation value (tqc1tmt), and the first clutch CL1 iscontrolled in response to the operation of the clutch lever L. Then, inorder to start the vehicle, the occupant increases the throttle openingTH to raise the engine speed Ne while a half clutch operation is carriedout.

At time t7 corresponding to (8), the half clutch operation upon startingcomes to an end, and the clutch control mode returns from the Temp. modeto the Auto mode in response to a full release of the clutch lever L.Consequently, the odd number stage clutch capacity output (tqc1) outputsthe automatic control odd number stage side clutch capacity arithmeticoperation value (tqc1at). In particular, the odd number stage clutchcapacity output (tqc1) applies the manual operation clutch capacityarithmetic operation value (tqc1tmt) only within a period from time t3to time t8. Since, during the manual control, the automatic control oddnumber stage side clutch capacity arithmetic operation value (tqc1at) isthe manual operation clutch capacity arithmetic operation value(tqc1tmt), even if the clutch control mode changes over to the Automode, the clutch capacity output does not vary suddenly and no sense ofdiscomfort is provided to the occupant.

FIG. 17 is a time chart illustrating a flow of the clutch control modechangeover in a vehicle stopping state. Also this time chartcorresponds, similarly to FIG. 16, to a flow until, from a stoppingstate in which both of the gear shift control mode and the clutchcontrol mode are the auto modes, only the clutch control mode transitsto the Temp. Manual mode in response to gripping of the clutch lever Lby the occupant and the vehicle starts at the first speed in response toa release operation of the occupant. However, the time chart of FIG. 17is different from the time chart of FIG. 16 in that the clutch controlmode changeover switch is operated in the Temp. mode.

First, the ignition switch is switched on to start the system at (1),and then at time t10 corresponding to (2), the engine is started. Atthis time, the gear position is N-N, the clutch control mode is Auto,the odd number stage clutch capacity output (tqc1) is tqc1at, and thefirst clutch CL1 is in a disconnected state.

Then at time t11 corresponding to (3), the clutch operational amountsensor signal (vcltlevin) becomes lower than the sensor effectivevoltage upper limit value in response to a gripping operation of theclutch lever L, and thereupon, the manual operation clutch capacityarithmetic operation value (tqc1tmt) begins to decrease in aninterlocking relationship with the movement of the clutch lever L. Thenat time t12 corresponding to (4), vcltlevin becomes lower than thesensor effective voltage lower limit value. Thereupon, the clutchcontrol mode changes over to the Temp. Manual mode and the odd numberstage clutch capacity output (tqc1) changes over to tqc1tmt. In otherwords, driving of the first clutch CL1 in response to the leveroperation of the occupant is started.

Then, at time t13 corresponding to (5), the clutch control mode SW isoperated, and consequently, the clutch control mode changes over fromthe Temp. mode to the Manual mode. More particularly, when, in the statein which the clutch lever L is gripped and the clutch control mode isthe Temp. mode, the manual operation clutch capacity arithmeticoperation value (tqc1tmt) is equal to or lower than the predeterminedvalue and the clutch control mode SW is switched on (an on signal isoriginated only while the occupant pushes the clutch control mode SW),the clutch control mode changes over to the Manual mode andsimultaneously also the gear shift control mode changes over to the MTshift mode. This is because a manual operation of the clutch andautomatic control of the shift drum cannot be combined.

Then at time t14 corresponding to (6), a shift UP process is executed inresponse to a shift UP request of the occupant. Further, at time t15corresponding to (7), the gear position at present is “1-N” as a resultof the shift UP process, and the Auto mode connection side clutchdecision value becomes the odd number stage clutch on.

Within a range corresponding to (8), the odd number stage clutchcapacity output (tqc1) is the manual operation clutch capacityarithmetic operation value (tqc1tmt), and the first clutch CL1 ismanually operated. While the throttle opening TH is increased to raisethe engine speed Ne, connection of the first clutch CL1 is started attime t16 in response to an operation of the clutch lever L and thevehicle starts in a half clutch action state. At time t17, the clutchlever L is released fully. However, the clutch control mode maintainsthe Manual mode while traveling of the vehicle continues. In otherwords, the state in which the odd number stage clutch capacity output(tqc1) applies the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) at time t12 continues also after time t17.

As described above, with the twin clutch controlling apparatus accordingto the present invention, it includes the manual operation clutchdecision section 183 which decides with the clutch capacity (tqc1, tqc2)of which one of the first clutch CL1 or the second clutch CL2 the manualoperation clutch capacity arithmetic operation value (tqc1tmt)calculated by converting the operational amount of the clutch lever Linto an electric signal is to be interlocked. Therefore, it is possibleto easily determine a clutch to be made a target of a manual operation,and by interlocking an operation of the clutch manual operation meanssuch as a clutch lever rapidly with the odd number stage side clutch orthe even number stage side clutch. Thus, a sense of togetherness betweenthe manual operation and the actual action of the clutch can beenhanced.

It is to be noted that the shape and the structure of the twin clutch,multi-speed transmission and engine, the configuration of the controlapparatus, the configuration of the manual operation means for theclutch and so forth are not limited to those of the embodiment describedabove, but various alterations are possible. The twin clutch controllingapparatus according to the present invention can be applied not only toa motorcycle but also to various vehicles such as three/four-wheeledvehicles of the saddle type and so forth.

The invention being thus described, it will be obvious that the same maybe varied in many ways. Such variations are not to be regarded as adeparture from the spirit and scope of the invention, and all suchmodifications as would be obvious to one skilled in the art are intendedto be included within the scope of the following claims

What is claimed is:
 1. A twin clutch controlling apparatus comprising: amulti-speed transmission having a plurality of gear trains between amain shaft on the input side and a countershaft on the output side; ashift actuator for carrying out a changeover of a shift stage of themulti-speed transmission; a twin clutch configured from an odd numberstage side clutch and an even number stage side clutch for connectingand disconnecting power transmission between the transmission and anengine; a clutch actuator for controlling the twin clutch; and a manualoperation clutch capacity arithmetic operation section for converting anoperational amount of a clutch manual operation means to arithmeticallyoperate a manual operation clutch capacity arithmetic operation value(tqc1tmt) corresponding to the manual operation, the twin clutchcontrolling apparatus comprising: a manual operation clutch decisionsection for determining with a clutch capacity (tqc1, tqc2) of which oneof the odd number stage side clutch or the even number stage side clutchthe manual operation clutch capacity arithmetic operational value(tqc1tmt) is to be interlocked.
 2. The twin clutch controlling apparatusaccording to claim 1, wherein the decision by the manual operationclutch decision section is executed at least based on a target gearposition (gptgt) and a gear position (gearpos) at present.
 3. The twinclutch controlling apparatus according to claim 2, wherein the gearposition (gearpos) at present includes a position at which both of aneven number stage side gear and an odd number stage side gear of themulti-speed transmission exhibit an in-gear state and a position atwhich only one of the odd number stage side gears or the even numberstage side gears exhibits an in-gear state, and the manual operationclutch decision section carries out, when the gear position (gearpos) atpresent is the position at which one of the odd number stage side gearsor the even number stage side gears exhibits an in-gear state, adecision to interlock the manual operation clutch capacity arithmeticoperation value (tqc1tmt) with the clutch capacity (tqc1, tqc2) on theside on which the in-gear state is exhibited.
 4. The twin clutchcontrolling apparatus according to claim 3, wherein the manual operationclutch decision section determines, where the gear position (gearpos) atpresent is a position at which both of the even number stage side gearand the odd number stage side gear are in an in-gear state, that one ofthe clutches which is positioned nearer to the target gear position(gptgt) as a selection candidate, carries out, when the clutchdetermined as the selection candidate and the currently decided clutchcoincide with each other, a decision to interlock the manual operationclutch capacity arithmetic operation value (tqc1tmt) with the clutchcapacity (tqc1, tqc2) of the selection candidate, and in contrast,carries out, when the clutch determined as the selection candidate andthe currently decided clutch do not coincide with each other, a decisionto interlock the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) with that one of the clutches which is positioned nearerto the target gear position (gptgt) at a point in time at which themanual operation clutch capacity arithmetic operation value (tqc1tmt)becomes equal to or lower than the predetermined value or at anotherpoint in time at which the manual operation clutch capacity arithmeticoperation value (tqc1tmt) changes in the connection direction.
 5. Thetwin clutch controlling apparatus according to claim 3, wherein the gearposition (gearpos) at present includes a neutral position at which noneof the even number stage side gears and the odd number stage side gearsof the multi-speed transmission is in an in-gear state, and when thegear position (gearpos) at present is the neutral position, the manualoperation clutch decision section carries out a decision to interlockthe manual operation clutch capacity arithmetic operation value(tqc1tmt) with the odd number stage side clutch capacity (tqc1).
 6. Atwin clutch controlling apparatus comprising: a multi-speed transmissionhaving a plurality of gear trains between a main shaft on the input sideand a countershaft on the output side; a shift actuator for carrying outa changeover of a shift stage of the multi-speed transmission; a twinclutch configured from an odd number stage side clutch and an evennumber stage side clutch for connecting and disconnecting powertransmission; a clutch actuator operatively connected for controllingthe twin clutch; a manual operation clutch capacity arithmetic operationsection for converting an operational amount of a clutch manualoperation means to arithmetically operate a manual operation clutchcapacity arithmetic operation value (tqc1tmt) corresponding to themanual operation; and a manual operation clutch decision section fordetermining with a clutch capacity (tqc1, tqc2) of which one of the oddnumber stage side clutch or the even number stage side clutch the manualoperation clutch capacity arithmetic operational value (tqc1tmt) is tobe interlocked.
 7. The twin clutch controlling apparatus according toclaim 6, wherein the decision by the manual operation clutch decisionsection is executed at least based on a target gear position (gptgt) anda gear position (gearpos) at present.
 8. The twin clutch controllingapparatus according to claim 7, wherein the gear position (gearpos) atpresent includes a position at which both of an even number stage sidegear and an odd number stage side gear of the multi-speed transmissionexhibit an in-gear state and a position at which only one of the oddnumber stage side gears or the even number stage side gears exhibits anin-gear state, and the manual operation clutch decision section carriesout, when the gear position (gearpos) at present is the position atwhich one of the odd number stage side gears or the even number stageside gears exhibits an in-gear state, a decision to interlock the manualoperation clutch capacity arithmetic operation value (tqc1tmt) with theclutch capacity (tqc1, tqc2) on the side on which the in-gear state isexhibited.
 9. The twin clutch controlling apparatus according to claim8, wherein the manual operation clutch decision section determines,where the gear position (gearpos) at present is a position at which bothof the even number stage side gear and the odd number stage side gearare in an in-gear state, that one of the clutches which is positionednearer to the target gear position (gptgt) as a selection candidate,carries out, when the clutch determined as the selection candidate andthe currently decided clutch coincide with each other, a decision tointerlock the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) with the clutch capacity (tqc1, tqc2) of the selectioncandidate, and in contrast, carries out, when the clutch determined asthe selection candidate and the currently decided clutch do not coincidewith each other, a decision to interlock the manual operation clutchcapacity arithmetic operation value (tqc1tmt) with that one of theclutches which is positioned nearer to the target gear position (gptgt)at a point in time at which the manual operation clutch capacityarithmetic operation value (tqc1tmt) becomes equal to or lower than thepredetermined value or at another point in time at which the manualoperation clutch capacity arithmetic operation value (tqc1tmt) changesin the connection direction.
 10. The twin clutch controlling apparatusaccording to claim 8, wherein the gear position (gearpos) at presentincludes a neutral position at which none of the even number stage sidegears and the odd number stage side gears of the multi-speedtransmission is in an in-gear state, and when the gear position(gearpos) at present is the neutral position, the manual operationclutch decision section carries out a decision to interlock the manualoperation clutch capacity arithmetic operation value (tqc1tmt) with theodd number stage side clutch capacity (tqc1).
 11. A twin clutchcontrolling apparatus comprising: a multi-speed transmission having aplurality of gear trains between a main shaft on the input side and acountershaft on the output side; a shift actuator for carrying out achangeover of a shift stage of the multi-speed transmission; a twinclutch configured from an odd number stage side clutch and an evennumber stage side clutch for connecting and disconnecting powertransmission; a clutch actuator for controlling the twin clutch; amanual operation clutch capacity arithmetic operation section forconverting an operational amount of a clutch manual operation means toarithmetically operate a manual operation clutch capacity arithmeticoperation value (tqc1tmt) corresponding to the manual operation; and amanual operation clutch decision section for determining with a clutchcapacity (tqc1, tqc2) of which one of the odd number stage side clutchor the even number stage side clutch the manual operation clutchcapacity arithmetic operational value (tqc1tmt) is to be interlocked,said decision by the manual operation clutch decision section beingexecuted at least based on a target gear position (gptgt) and a gearposition (gearpos).
 12. The twin clutch controlling apparatus accordingto claim 11, wherein the gear position (gearpos) at present includes aposition at which both of an even number stage side gear and an oddnumber stage side gear of the multi-speed transmission exhibit anin-gear state and a position at which only one of the odd number stageside gears or the even number stage side gears exhibits an in-gearstate, and the manual operation clutch decision section carries out,when the gear position (gearpos) at present is the position at which oneof the odd number stage side gears or the even number stage side gearsexhibits an in-gear state, a decision to interlock the manual operationclutch capacity arithmetic operation value (tqc1tmt) with the clutchcapacity (tqc1, tqc2) on the side on which the in-gear state isexhibited.
 13. The twin clutch controlling apparatus according to claim12, wherein the manual operation clutch decision section determines,where the gear position (gearpos) at present is a position at which bothof the even number stage side gear and the odd number stage side gearare in an in-gear state, that one of the clutches which is positionednearer to the target gear position (gptgt) as a selection candidate,carries out, when the clutch determined as the selection candidate andthe currently decided clutch coincide with each other, a decision tointerlock the manual operation clutch capacity arithmetic operationvalue (tqc1tmt) with the clutch capacity (tqc1, tqc2) of the selectioncandidate, and in contrast, carries out, when the clutch determined asthe selection candidate and the currently decided clutch do not coincidewith each other, a decision to interlock the manual operation clutchcapacity arithmetic operation value (tqc1tmt) with that one of theclutches which is positioned nearer to the target gear position (gptgt)at a point in time at which the manual operation clutch capacityarithmetic operation value (tqc1tmt) becomes equal to or lower than thepredetermined value or at another point in time at which the manualoperation clutch capacity arithmetic operation value (tqc1tmt) changesin the connection direction.
 14. The twin clutch controlling apparatusaccording to claim 12, wherein the gear position (gearpos) at presentincludes a neutral position at which none of the even number stage sidegears and the odd number stage side gears of the multi-speedtransmission is in an in-gear state, and when the gear position(gearpos) at present is the neutral position, the manual operationclutch decision section carries out a decision to interlock the manualoperation clutch capacity arithmetic operation value (tqc1tmt) with theodd number stage side clutch capacity (tqc1).